US8803469B2 - Interconnection housing with an inverter for charging a battery of a motor vehicle - Google Patents

Interconnection housing with an inverter for charging a battery of a motor vehicle Download PDF

Info

Publication number
US8803469B2
US8803469B2 US13/132,727 US200913132727A US8803469B2 US 8803469 B2 US8803469 B2 US 8803469B2 US 200913132727 A US200913132727 A US 200913132727A US 8803469 B2 US8803469 B2 US 8803469B2
Authority
US
United States
Prior art keywords
battery
interconnection housing
motor vehicle
connection
inverter
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Fee Related, expires
Application number
US13/132,727
Other versions
US20120013308A1 (en
Inventor
Benoit Briane
Serge Loudot
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Renault SAS
Original Assignee
Renault SAS
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Renault SAS filed Critical Renault SAS
Assigned to RENAULT S.A.S. reassignment RENAULT S.A.S. ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: LOUDOT, SERGE, BRIANE, BENOIT
Publication of US20120013308A1 publication Critical patent/US20120013308A1/en
Application granted granted Critical
Publication of US8803469B2 publication Critical patent/US8803469B2/en
Expired - Fee Related legal-status Critical Current
Adjusted expiration legal-status Critical

Links

Images

Classifications

    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/14—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries for charging batteries from dynamo-electric generators driven at varying speed, e.g. on vehicle
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J5/00—Circuit arrangements for transfer of electric power between ac networks and dc networks
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/02—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries for charging batteries from ac mains by converters
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries

Definitions

  • the invention relates to an interconnection housing for a motor vehicle, to a traction device and to a motor vehicle as such including such an interconnection housing. Finally, it relates also to a method of recharging a motor vehicle battery.
  • FIG. 1 schematically depicts a conventional motor vehicle 1 provided with an electric power pack.
  • This vehicle comprises a battery of accumulator cells 2 carried on board it and connected to a three-phase motor 3 that drives the wheels 4 in a first, vehicle traction, phase. It additionally comprises a three-phase inverter 5 the function of which is to convert the DC voltage supplied by the battery 2 into an AC voltage needed by the motor 3 .
  • the inverter 5 comprises two power supply input terminals D and E connected respectively to the positive and negative poles of the battery 2 , as well as three output terminals A, B, C which are connected to three induction windings E 1 , E 2 , E 3 of the motor 3 .
  • the vehicle comprises a charger 6 , separate from the other components of the device, and the function of which is to convert the AC voltage supplied by an external power supply 7 , generally the mains, into a DC voltage with a view to recharging the battery 2 in a second, vehicle charging, phase.
  • a charger 6 separate from the other components of the device, and the function of which is to convert the AC voltage supplied by an external power supply 7 , generally the mains, into a DC voltage with a view to recharging the battery 2 in a second, vehicle charging, phase.
  • document FR2738411 describes a solution in which the charger 6 is no longer needed, the charging function being performed by using the components of the inverter 5 and adding a few further components including in particular three switches.
  • This solution is schematically illustrated in FIG. 2 in which notably one switch 8 can be used to modify the configuration of the above electric circuit in order to allow it to operate in battery 2 charging mode, the motor 3 and the inverter 5 being connected to the mains and acting as a charger.
  • This principle is advantageous but difficulties in optimally implementing it within a motor vehicle still remain.
  • one object of the invention is to provide a solution which guarantees optimum electrical charging of a battery connected to a motor using an inverter within a motor vehicle.
  • connection terminals for a battery connection terminals for an inverter, characterized in that it comprises connection terminals for an external electrical power supply, outputs for a connection to an AC electric motor so that the simultaneous connection of an external power supply, of an inverter, of an electric motor and of a battery to the interconnection housing allows the battery to be recharged.
  • the interconnection housing may comprise comprises at least three switches which in a first position offer a configuration in which the interconnection housing can be used in a motor vehicle traction device, and in a second position offer a configuration in which it can be used in a device for recharging a battery.
  • the interconnection housing may comprise a switch allowing the positive terminal of a battery to be connected either to the terminal of an inverter or to the first outlet for connection to an electric motor, and may comprise two switches allowing two outputs for connection to an electric motor to be connected either to the first output for connection to an electric motor or left only connected to the terminals for an external power supply.
  • the switch allowing the positive terminal of a battery to be connected either to the terminal of an inverter or to the first output for connection to an electric motor may comprise a first contact intended for connection to the terminal of an inverter, designed for the very high currents encountered in an electric traction phase, and a distinct second contact intended for connection to the first output for connection to an electric motor, designed for the weak currents encountered during a phase of recharging a battery.
  • the interconnection housing may comprise at least one bistable switch comprising an auxiliary means for locking its contact.
  • the interconnection housing may comprise at least one switch having at least one auxiliary contact capable of confirming the position of the contacts in one or other of the stable positions.
  • the interconnection housing may comprise three switches connected to one and the same control means, such as a coil, to ensure simultaneous switching of the switches.
  • the invention also relates to a traction device for a motor vehicle, comprising a battery, an electric motor, an inverter, characterized in that it comprises an interconnection housing as defined hereinabove.
  • This interconnection housing may be positioned directly on the electric motor.
  • the electric motor may be a three-phase motor comprising three induction windings respectively connected to the three outputs of the interconnection housing.
  • the inverter may comprise three switching arms and a filtering capacitor which are connected to the three induction windings of the electric motor by a three-phase connector.
  • the invention also relates to a motor vehicle characterized in that it comprises a traction device as defined hereinabove.
  • the invention also relates to a method of recharging an electric traction device for a motor vehicle, characterized in that it comprises the following steps:
  • FIG. 1 schematically depicts a motor vehicle according to the prior art.
  • FIG. 2 schematically depicts the electric circuit during the phase of charging the battery according to a solution from the prior art.
  • FIG. 3 schematically depicts an electric circuit according to an embodiment of the invention in a battery-charging configuration.
  • FIG. 4 schematically depicts the same electric circuit according to the embodiment of the invention in a motor vehicle traction configuration.
  • FIG. 5 schematically depicts an alternative form of the embodiment of the invention.
  • FIG. 6 depicts the positioning of an interconnection housing within a motor vehicle according to one embodiment of the invention.
  • the same electrical device comprising a battery 2 , a three-phase AC motor 3 and an inverter 5 , may serve as the basis for implementing not only motor vehicle traction but also the recharging of the battery from the mains, with the notable addition of three special switches.
  • the design of the invention involves housing within one and the same interconnection housing the added electrical components which are accessible via the required output terminals, these more specifically being housed in a single interconnection housing which performs the general function of electrical distribution and electrical protection of the high voltage emanating from the battery, for powering various receivers such as the traction inverter 5 , and also other devices that have not been depicted such as the air conditioning, the heating, a 14V DC/DC, etc.
  • the inverter 5 comprises, mounted in parallel between its power supply terminals D and E, three switching arms 18 , 19 , 20 and a filtering capacitor 21 .
  • Each arm 18 , 19 , 20 comprises, in series, two diode/chopper switch sets (for example, IGBT transistors with their reverse-biased diodes), each diode being mounted in the reverse direction in relation to the normal direction of conduction of each switch.
  • the output terminals A, B, C of the inverter 5 are connected to the mid-points of the arms 18 , 19 , 20 .
  • the inverter 5 is operated by an electronic circuit, not depicted, which controls the closings and openings of the transistors and determines, for each arm 18 , 19 , 20 , the cycles for the chopping of the DC voltage delivered by the battery 2 .
  • FIG. 3 illustrates one embodiment of the invention, which rests on an interconnection housing comprising, on the one hand, two distinct inputs for connection to the battery 2 and to the mains 7 via the input terminals U 1 and U 2 and, on the other hand, two output terminals D′, E′ which correspond to the input terminals D, E for supplying the inverter 5 with power, and three outputs M 1 , M 2 , M 3 for the three induction windings E 1 , E 2 , E 3 of the motor 3 respectively.
  • Three switches 11 , 12 , 13 are positioned within the interconnection housing 10 .
  • the first switch allows the positive terminal of the battery 2 to be connected either to the terminal D′ intended for the inverter 5 or to the output M 1 connected to the inductor E 1 .
  • the second switch 12 and the third switch 13 allow the outputs M 2 and M 3 to be connected either to the output M 1 or left connected only to the terminals U 1 and U 2 .
  • These three switches are connected to one single control means 14 , such as a coil, to ensure that they switch simultaneously, even in a failure mode.
  • the interconnection housing is in the form of a casing that forms a fluid tight housing comprising an external electrical interface consisting of connectors.
  • FIG. 3 illustrates the configuration of the battery 2 charging mode.
  • the electrical diagram is in fact equivalent to that of FIG. 2 .
  • the first switch 11 connects the positive terminal of the battery 2 to the winding E 1 of the motor 3 via the output M 1 .
  • the second switch 12 and the third switch 13 are open, allowing the other two windings E 2 , E 3 of the motor 3 to be in direct contact with the terminals U 1 and U 2 connected up to the mains, not depicted, via the outputs M 2 and M 3 of the interconnection housing 10 .
  • FIG. 4 illustrates the same device in a vehicle traction position.
  • the three switches 11 , 12 , 13 have the opposite position to that position of the preceding figure, and the terminals U 1 and U 2 are naturally no longer connected to the mains.
  • the windings E 1 , E 2 and E 3 are in a star configuration.
  • FIG. 5 shows an alternative form of the embodiment of the invention in which the first switch 11 is replaced by a switch 11 ′ that has two distinct contacts 15 , 16 .
  • the first contact 15 is designed for the very high currents encountered in the electric traction phase, which can be as high as around 200 A, while the second contact 16 is designed for the weak currents encountered during the recharging phase, which are of the order of 25 to 30 A.
  • One advantageous embodiment involves using a bistable system which keeps the contacts in their position very robustly and with good resistance to vibration, for operational reliability reasons.
  • the switch may have an auxiliary means for locking the contacts in a given position, preventing opening of contacts by bouncing as a result of vibration.
  • a first embodiment involves adding to the conventional switch structure, of the coil-spring type, a mechanical locking means which is locked at rest and positively driven in such a way as to unlock the contacts before the coil is operated to cause the contacts to change state.
  • One second possible embodiment involves using an electrical actuator capable of moving the contacts and of holding them in position, by dry friction for example.
  • Another embodiment involves creating an auxiliary contact which is able to confirm the position of all of the contacts in one or other of the stable positions and in a transient position, thus limiting the control points.
  • FIG. 6 illustrates one advantageous arrangement of the interconnection housing 10 on the motor 3 .
  • This solution allows the housing to be electrically connected to the motor simply by using busbars, thus for example avoiding the need to use three additional shielded cables with their own fluid tight connectors.
  • the three-phase connector 17 that connects the motor 3 to its inverter, not depicted, is unmodified by comparison with a prior art solution.
  • the invention also relates to a method of recharging an electric traction device for a motor vehicle, characterized in that it comprises the following steps:

Abstract

An interconnection housing for a motor vehicle, including connection terminals for a battery and connection terminals for an inverter. The housing includes connection terminals for an external electric power supply and outlets for connection to an AC electric motor, such that the battery can be recharged when the external power supply, the inverter, the electric motor, and the battery are all connected simultaneously to the interconnection housing.

Description

BACKGROUND
The invention relates to an interconnection housing for a motor vehicle, to a traction device and to a motor vehicle as such including such an interconnection housing. Finally, it relates also to a method of recharging a motor vehicle battery.
DESCRIPTION OF THE RELATED ART
FIG. 1 schematically depicts a conventional motor vehicle 1 provided with an electric power pack. This vehicle comprises a battery of accumulator cells 2 carried on board it and connected to a three-phase motor 3 that drives the wheels 4 in a first, vehicle traction, phase. It additionally comprises a three-phase inverter 5 the function of which is to convert the DC voltage supplied by the battery 2 into an AC voltage needed by the motor 3. The inverter 5 comprises two power supply input terminals D and E connected respectively to the positive and negative poles of the battery 2, as well as three output terminals A, B, C which are connected to three induction windings E1, E2, E3 of the motor 3. Furthermore, the vehicle comprises a charger 6, separate from the other components of the device, and the function of which is to convert the AC voltage supplied by an external power supply 7, generally the mains, into a DC voltage with a view to recharging the battery 2 in a second, vehicle charging, phase.
In order to improve upon the conventional solution above, document FR2738411 describes a solution in which the charger 6 is no longer needed, the charging function being performed by using the components of the inverter 5 and adding a few further components including in particular three switches. This solution is schematically illustrated in FIG. 2 in which notably one switch 8 can be used to modify the configuration of the above electric circuit in order to allow it to operate in battery 2 charging mode, the motor 3 and the inverter 5 being connected to the mains and acting as a charger. This principle is advantageous but difficulties in optimally implementing it within a motor vehicle still remain.
BRIEF SUMMARY
Thus, one object of the invention is to provide a solution which guarantees optimum electrical charging of a battery connected to a motor using an inverter within a motor vehicle.
To this end, the invention rests on an interconnection housing for a motor vehicle, comprising connection terminals for a battery, connection terminals for an inverter, characterized in that it comprises connection terminals for an external electrical power supply, outputs for a connection to an AC electric motor so that the simultaneous connection of an external power supply, of an inverter, of an electric motor and of a battery to the interconnection housing allows the battery to be recharged.
According to one embodiment, the interconnection housing may comprise comprises at least three switches which in a first position offer a configuration in which the interconnection housing can be used in a motor vehicle traction device, and in a second position offer a configuration in which it can be used in a device for recharging a battery.
The interconnection housing may comprise a switch allowing the positive terminal of a battery to be connected either to the terminal of an inverter or to the first outlet for connection to an electric motor, and may comprise two switches allowing two outputs for connection to an electric motor to be connected either to the first output for connection to an electric motor or left only connected to the terminals for an external power supply.
The switch allowing the positive terminal of a battery to be connected either to the terminal of an inverter or to the first output for connection to an electric motor may comprise a first contact intended for connection to the terminal of an inverter, designed for the very high currents encountered in an electric traction phase, and a distinct second contact intended for connection to the first output for connection to an electric motor, designed for the weak currents encountered during a phase of recharging a battery.
The interconnection housing may comprise at least one bistable switch comprising an auxiliary means for locking its contact.
The interconnection housing may comprise at least one switch having at least one auxiliary contact capable of confirming the position of the contacts in one or other of the stable positions.
The interconnection housing may comprise three switches connected to one and the same control means, such as a coil, to ensure simultaneous switching of the switches.
The invention also relates to a traction device for a motor vehicle, comprising a battery, an electric motor, an inverter, characterized in that it comprises an interconnection housing as defined hereinabove.
This interconnection housing may be positioned directly on the electric motor.
The electric motor may be a three-phase motor comprising three induction windings respectively connected to the three outputs of the interconnection housing.
The inverter may comprise three switching arms and a filtering capacitor which are connected to the three induction windings of the electric motor by a three-phase connector.
The invention also relates to a motor vehicle characterized in that it comprises a traction device as defined hereinabove.
Finally, the invention also relates to a method of recharging an electric traction device for a motor vehicle, characterized in that it comprises the following steps:
    • connecting an electrical power supply to the terminals of a motor vehicle interconnection housing to which the battery is connected;
    • commanding the change of position of three switches within the interconnection housing.
BRIEF DESCRIPTION OF THE DRAWINGS
These objects, features and advantages of the present invention will be explained in detail in the following description of one particular embodiment given nonlimitingly with reference to the attached figures in which:
FIG. 1 schematically depicts a motor vehicle according to the prior art.
FIG. 2 schematically depicts the electric circuit during the phase of charging the battery according to a solution from the prior art.
FIG. 3 schematically depicts an electric circuit according to an embodiment of the invention in a battery-charging configuration.
FIG. 4 schematically depicts the same electric circuit according to the embodiment of the invention in a motor vehicle traction configuration.
FIG. 5 schematically depicts an alternative form of the embodiment of the invention.
FIG. 6 depicts the positioning of an interconnection housing within a motor vehicle according to one embodiment of the invention.
 DETAILED DESCRIPTION
As has already been explained hereinabove, the same electrical device comprising a battery 2, a three-phase AC motor 3 and an inverter 5, may serve as the basis for implementing not only motor vehicle traction but also the recharging of the battery from the mains, with the notable addition of three special switches. The design of the invention involves housing within one and the same interconnection housing the added electrical components which are accessible via the required output terminals, these more specifically being housed in a single interconnection housing which performs the general function of electrical distribution and electrical protection of the high voltage emanating from the battery, for powering various receivers such as the traction inverter 5, and also other devices that have not been depicted such as the air conditioning, the heating, a 14V DC/DC, etc. This interconnection housing could notably comprise the three switches mentioned hereinabove. The inverter 5 comprises, mounted in parallel between its power supply terminals D and E, three switching arms 18, 19, 20 and a filtering capacitor 21. Each arm 18, 19, 20 comprises, in series, two diode/chopper switch sets (for example, IGBT transistors with their reverse-biased diodes), each diode being mounted in the reverse direction in relation to the normal direction of conduction of each switch. The output terminals A, B, C of the inverter 5 are connected to the mid-points of the arms 18, 19, 20. The inverter 5 is operated by an electronic circuit, not depicted, which controls the closings and openings of the transistors and determines, for each arm 18, 19, 20, the cycles for the chopping of the DC voltage delivered by the battery 2.
Thus, FIG. 3 illustrates one embodiment of the invention, which rests on an interconnection housing comprising, on the one hand, two distinct inputs for connection to the battery 2 and to the mains 7 via the input terminals U1 and U2 and, on the other hand, two output terminals D′, E′ which correspond to the input terminals D, E for supplying the inverter 5 with power, and three outputs M1, M2, M3 for the three induction windings E1, E2, E3 of the motor 3 respectively. Three switches 11, 12, 13 are positioned within the interconnection housing 10. The first switch allows the positive terminal of the battery 2 to be connected either to the terminal D′ intended for the inverter 5 or to the output M1 connected to the inductor E1. The second switch 12 and the third switch 13 allow the outputs M2 and M3 to be connected either to the output M1 or left connected only to the terminals U1 and U2. These three switches are connected to one single control means 14, such as a coil, to ensure that they switch simultaneously, even in a failure mode.
The interconnection housing is in the form of a casing that forms a fluid tight housing comprising an external electrical interface consisting of connectors.
The way in which the device works will now be explained. FIG. 3 illustrates the configuration of the battery 2 charging mode. The electrical diagram is in fact equivalent to that of FIG. 2. In this charging mode, the first switch 11 connects the positive terminal of the battery 2 to the winding E1 of the motor 3 via the output M1. The second switch 12 and the third switch 13 are open, allowing the other two windings E2, E3 of the motor 3 to be in direct contact with the terminals U1 and U2 connected up to the mains, not depicted, via the outputs M2 and M3 of the interconnection housing 10.
FIG. 4 illustrates the same device in a vehicle traction position. The three switches 11, 12, 13 have the opposite position to that position of the preceding figure, and the terminals U1 and U2 are naturally no longer connected to the mains. In this configuration, the windings E1, E2 and E3 are in a star configuration.
FIG. 5 shows an alternative form of the embodiment of the invention in which the first switch 11 is replaced by a switch 11′ that has two distinct contacts 15, 16. The first contact 15 is designed for the very high currents encountered in the electric traction phase, which can be as high as around 200 A, while the second contact 16 is designed for the weak currents encountered during the recharging phase, which are of the order of 25 to 30 A.
One advantageous embodiment involves using a bistable system which keeps the contacts in their position very robustly and with good resistance to vibration, for operational reliability reasons. To do that, the switch may have an auxiliary means for locking the contacts in a given position, preventing opening of contacts by bouncing as a result of vibration. A first embodiment involves adding to the conventional switch structure, of the coil-spring type, a mechanical locking means which is locked at rest and positively driven in such a way as to unlock the contacts before the coil is operated to cause the contacts to change state. One second possible embodiment involves using an electrical actuator capable of moving the contacts and of holding them in position, by dry friction for example. Finally, another embodiment involves creating an auxiliary contact which is able to confirm the position of all of the contacts in one or other of the stable positions and in a transient position, thus limiting the control points. There may be two auxiliary contacts, mechanically secured to the power contacts, that confirm the position of all of the contacts.
FIG. 6 illustrates one advantageous arrangement of the interconnection housing 10 on the motor 3. This solution allows the housing to be electrically connected to the motor simply by using busbars, thus for example avoiding the need to use three additional shielded cables with their own fluid tight connectors. At the same time, the three-phase connector 17 that connects the motor 3 to its inverter, not depicted, is unmodified by comparison with a prior art solution.
Finally, the invention also relates to a method of recharging an electric traction device for a motor vehicle, characterized in that it comprises the following steps:
    • connecting an electrical power supply 7 to the terminals U1, U2 of a motor vehicle interconnection housing;
    • commanding the change of position of three switches 11, 12, 13 within the interconnection housing.

Claims (12)

The invention claimed is:
1. An interconnection housing for a motor vehicle, comprising:
connection terminals for a battery;
connection terminals for an inverter;
connection terminals for an external electrical power supply;
outputs for a connection to an AC electric motor so that simultaneous connection of the external power supply, of the inverter, of an electric motor, and of the battery to the interconnection housing allows the battery to be recharged; and
at least three switches that in a first position offer a configuration in which the interconnection housing can be used in a motor vehicle traction device, and in a second position offer a configuration in which the interconnection housing can be used in a device for recharging a battery.
2. The interconnection housing as claimed in claim 1, wherein one of the three switches allows a positive terminal of the battery to be connected either to the terminal of the inverter or to the first outlet for connection to the electric motor, and the other two switches allow two outputs for connection to the electric motor to be connected either to a first output for connection to the electric motor or left only connected to the connection terminals for the external power supply.
3. The interconnection housing as claimed in claim 2, wherein the one switch allowing the positive terminal of the battery to be connected either to the terminal of the inverter or to the first output for connection to the electric motor comprises a first contact intended for connection to the terminal of an inverter, configured for high currents encountered in an electric traction phase, and a distinct second contact intended for connection to the first output for connection to an electric motor, configured for weaker currents encountered during a phase of recharging a battery.
4. The interconnection housing as claimed in claim 1, comprising at least one bistable switch comprising an auxiliary means for locking its contact.
5. The interconnection housing as claimed in claim 1, comprising at least one switch having at least one auxiliary contact capable of confirming a position of the contacts in one or other of stable positions.
6. The interconnection housing as claimed in claim 1, wherein the three switches are connected to one and a same control means, or to a coil, to ensure simultaneous switching of the switches.
7. A traction device for a motor vehicle, comprising:
a battery;
an electric motor;
an inverter; and
an interconnection housing as claimed in claim 1.
8. The traction device for a motor vehicle as claimed in claim 7, wherein the interconnection housing is positioned directly on the electric motor.
9. The traction device for a motor vehicle as claimed in claim 7, wherein the electric motor is a three-phase motor comprising three induction windings respectively connected to three outputs of the interconnection housing.
10. The traction device for a motor vehicle as claimed in claim 9, wherein the inverter comprises three switching arms and a filtering capacitor that are connected to the three induction windings of the electric motor by a three-phase connector.
11. A motor vehicle comprising a traction device as claimed in claim 7.
12. A method of recharging an electric traction device for a motor vehicle, comprising:
connecting an electrical power supply to terminals of a motor vehicle interconnection housing to which a battery is connected; and
commanding a change of position of three switches within the interconnection housing between a first position offering a configuration in which the interconnection housing can be used in a motor vehicle traction device, and a second position offering a configuration in which the interconnection housing can be used in a device for recharging a battery.
US13/132,727 2008-12-03 2009-11-25 Interconnection housing with an inverter for charging a battery of a motor vehicle Expired - Fee Related US8803469B2 (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
FR0806774 2008-12-03
FR0806774A FR2939244B1 (en) 2008-12-03 2008-12-03 INTERCONNECTION HOUSING FOR A MOTOR VEHICLE
PCT/FR2009/052295 WO2010063921A1 (en) 2008-12-03 2009-11-25 Interconnection housing for motor vehicle

Publications (2)

Publication Number Publication Date
US20120013308A1 US20120013308A1 (en) 2012-01-19
US8803469B2 true US8803469B2 (en) 2014-08-12

Family

ID=40843345

Family Applications (1)

Application Number Title Priority Date Filing Date
US13/132,727 Expired - Fee Related US8803469B2 (en) 2008-12-03 2009-11-25 Interconnection housing with an inverter for charging a battery of a motor vehicle

Country Status (6)

Country Link
US (1) US8803469B2 (en)
EP (1) EP2352661B1 (en)
JP (1) JP2012510791A (en)
CN (1) CN102300748B (en)
FR (1) FR2939244B1 (en)
WO (1) WO2010063921A1 (en)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20120181975A1 (en) * 2009-06-09 2012-07-19 Renault S.A.S Electric motor assembly rechargeable from an electrical mains system, and dedicated connection housing
US10771001B2 (en) 2015-09-11 2020-09-08 Invertedpower Pty Ltd Controller for an inductive load having one or more inductive windings
US11479139B2 (en) 2015-09-11 2022-10-25 Invertedpower Pty Ltd Methods and systems for an integrated charging system for an electric vehicle
US11511637B2 (en) 2019-05-24 2022-11-29 Huawei Digital Power Technologies Co., Ltd. Integrated charger and motor control system

Families Citing this family (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US7932633B2 (en) 2008-10-22 2011-04-26 General Electric Company Apparatus for transferring energy using power electronics and machine inductance and method of manufacturing same
US8080973B2 (en) 2008-10-22 2011-12-20 General Electric Company Apparatus for energy transfer using converter and method of manufacturing same
US9290097B2 (en) 2010-11-05 2016-03-22 Robert Louis Steigerwald Apparatus for transferring energy using onboard power electronics with high-frequency transformer isolation and method of manufacturing same
DE102014225506A1 (en) * 2014-12-11 2016-06-16 Robert Bosch Gmbh Device for charging a battery unit and operating a load unit via an inverter
DE102015112346A1 (en) * 2015-07-29 2017-02-02 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Electrical distributor arrangement
US10507716B2 (en) * 2016-04-25 2019-12-17 General Electric Company Integrated charger for vehicles and method of making same
DE102016213070B4 (en) * 2016-07-18 2017-05-11 Continental Automotive Gmbh Vehicle electrical system and procedure
US10525833B2 (en) * 2017-08-14 2020-01-07 Hamilton Sundstrand Corporation Tactical vehicle to grid electric power architecture

Citations (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3622858A (en) * 1970-10-29 1971-11-23 Clair Emerson Mitchell Electrical generating system for an automotive vehicle
US5581171A (en) 1994-06-10 1996-12-03 Northrop Grumman Corporation Electric vehicle battery charger
US20040201362A1 (en) 2001-12-31 2004-10-14 Lear Corporation System and method for the controlled transfer of energy in networks comprising sectors that are powered by two different batteries
JP3729617B2 (en) 1997-09-25 2005-12-21 アイシン・エィ・ダブリュ株式会社 Charge control device and charge control method
US20070188130A1 (en) 2006-02-09 2007-08-16 Scheucher Karl F Scalable intelligent power supply system and method
EP1870978A2 (en) 2006-06-23 2007-12-26 Delphi Technologies, Inc. Electrical distribution box
US20100013438A1 (en) * 2008-07-21 2010-01-21 Gm Global Technology Operations, Inc. Power processing systems and methods for use in plug-in electric vehicles
WO2010089071A1 (en) 2009-02-06 2010-08-12 Sew-Eurodrive Gmbh & Co. Kg Drive system, method for operating a drive system, and use thereof
WO2011157922A1 (en) 2010-06-14 2011-12-22 Renault S.A.S. Mixed electrical circuit with inverter function and ac/dc converter function and method of diagnosis of such a circuit
WO2012032241A2 (en) 2010-09-07 2012-03-15 Renault S.A.S. Device for recharging an automobile battery and method for managing the device

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP4682740B2 (en) * 2005-08-08 2011-05-11 トヨタ自動車株式会社 Vehicle power supply
FR2900241B1 (en) * 2006-04-21 2008-07-11 Alstom Transport Sa METHOD FOR SCREENING A RESISTIVE SHORT CIRCUIT, SYSTEM, MODULE, AND RECORDING MEDIUM FOR THIS METHOD

Patent Citations (13)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3622858A (en) * 1970-10-29 1971-11-23 Clair Emerson Mitchell Electrical generating system for an automotive vehicle
US5581171A (en) 1994-06-10 1996-12-03 Northrop Grumman Corporation Electric vehicle battery charger
JP3729617B2 (en) 1997-09-25 2005-12-21 アイシン・エィ・ダブリュ株式会社 Charge control device and charge control method
US20040201362A1 (en) 2001-12-31 2004-10-14 Lear Corporation System and method for the controlled transfer of energy in networks comprising sectors that are powered by two different batteries
EP1469575A1 (en) 2001-12-31 2004-10-20 Lear Automotive (EEDS) Spain, S.L. System and method for the controlled transfer of energy in networks comprising sectors that are powered by two different batteries
US8026698B2 (en) * 2006-02-09 2011-09-27 Scheucher Karl F Scalable intelligent power supply system and method
US20070188130A1 (en) 2006-02-09 2007-08-16 Scheucher Karl F Scalable intelligent power supply system and method
EP1870978A2 (en) 2006-06-23 2007-12-26 Delphi Technologies, Inc. Electrical distribution box
US20080006491A1 (en) 2006-06-23 2008-01-10 Paul Degoul Energy distribution box
US20100013438A1 (en) * 2008-07-21 2010-01-21 Gm Global Technology Operations, Inc. Power processing systems and methods for use in plug-in electric vehicles
WO2010089071A1 (en) 2009-02-06 2010-08-12 Sew-Eurodrive Gmbh & Co. Kg Drive system, method for operating a drive system, and use thereof
WO2011157922A1 (en) 2010-06-14 2011-12-22 Renault S.A.S. Mixed electrical circuit with inverter function and ac/dc converter function and method of diagnosis of such a circuit
WO2012032241A2 (en) 2010-09-07 2012-03-15 Renault S.A.S. Device for recharging an automobile battery and method for managing the device

Non-Patent Citations (4)

* Cited by examiner, † Cited by third party
Title
French Search Report Issued Jul. 14, 2009 in French Application No. 08 06774 filed Dec. 3, 2008.
International Search Report Issued Mar. 9, 2010 in PCT/FR09/052295 filed Nov. 25, 2009.
U.S. Appl. No. 12/866,997, filed Jul. 7, 2010, Briane, et al.
U.S. Appl. No. 12/919,396, filed Aug. 25, 2010, Loudot, et al.

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20120181975A1 (en) * 2009-06-09 2012-07-19 Renault S.A.S Electric motor assembly rechargeable from an electrical mains system, and dedicated connection housing
US9035608B2 (en) * 2009-06-09 2015-05-19 Renault S.A.S. Electric motor assembly rechargeable from an electrical mains system, and dedicated connection housing
US10771001B2 (en) 2015-09-11 2020-09-08 Invertedpower Pty Ltd Controller for an inductive load having one or more inductive windings
US11479139B2 (en) 2015-09-11 2022-10-25 Invertedpower Pty Ltd Methods and systems for an integrated charging system for an electric vehicle
US11511637B2 (en) 2019-05-24 2022-11-29 Huawei Digital Power Technologies Co., Ltd. Integrated charger and motor control system

Also Published As

Publication number Publication date
EP2352661B1 (en) 2012-09-26
JP2012510791A (en) 2012-05-10
FR2939244B1 (en) 2012-08-17
WO2010063921A1 (en) 2010-06-10
CN102300748A (en) 2011-12-28
FR2939244A1 (en) 2010-06-04
CN102300748B (en) 2014-02-12
US20120013308A1 (en) 2012-01-19
EP2352661A1 (en) 2011-08-10

Similar Documents

Publication Publication Date Title
US8803469B2 (en) Interconnection housing with an inverter for charging a battery of a motor vehicle
JP6410736B2 (en) Electrical architecture for converting DC voltage to AC voltage and AC voltage to DC voltage
US9960612B2 (en) Charging and discharging system for a vehicle including a first fuse in the vehicle and a second fuse in a cable connected to the vehicle
CN109962193B (en) Electrical apparatus
KR20120005747A (en) System and method of recharge for hybrid vehicle
CN105914848B (en) Vehicle comprising a battery charging system
US10427529B2 (en) Electric vehicle and method of driving and charging the same
EP2325971B1 (en) Multi-tasking power processor for a vehicle electric system
CN112537214A (en) Power supply device
JP5936745B1 (en) Power converter for vehicle
US20160288649A1 (en) Vehicle and charging and discharging system using vehicle
US9457683B2 (en) Method for discharging at least one capacitor of an electric circuit
US20210245613A1 (en) An electrical power converter unit, an electrical power conversion device and an industrial vehicle including this electrical power converter unit
US10355586B2 (en) Power converter
US20180144865A1 (en) Capacitor module
CN111038419A (en) Configurable vehicle power outlet system
US20240106367A1 (en) Power conversion device
US11850954B2 (en) Electrified vehicle inverter with dual neutral legs
CN109795367B (en) On-board system for a motor vehicle and method for operating an on-board system for a motor vehicle
JP2008306852A (en) Rotating electrical machine system
JP2017028848A (en) motor
KR20220048995A (en) vehicle electrical system
CN114865918A (en) Power conversion device
JP4315780B2 (en) Battery charging system for electric or hybrid vehicles
CN116135584A (en) Motor driving device

Legal Events

Date Code Title Description
AS Assignment

Owner name: RENAULT S.A.S., FRANCE

Free format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNORS:BRIANE, BENOIT;LOUDOT, SERGE;SIGNING DATES FROM 20110905 TO 20110912;REEL/FRAME:027005/0626

FEPP Fee payment procedure

Free format text: PAYOR NUMBER ASSIGNED (ORIGINAL EVENT CODE: ASPN); ENTITY STATUS OF PATENT OWNER: LARGE ENTITY

FEPP Fee payment procedure

Free format text: MAINTENANCE FEE REMINDER MAILED (ORIGINAL EVENT CODE: REM.)

LAPS Lapse for failure to pay maintenance fees

Free format text: PATENT EXPIRED FOR FAILURE TO PAY MAINTENANCE FEES (ORIGINAL EVENT CODE: EXP.); ENTITY STATUS OF PATENT OWNER: LARGE ENTITY

STCH Information on status: patent discontinuation

Free format text: PATENT EXPIRED DUE TO NONPAYMENT OF MAINTENANCE FEES UNDER 37 CFR 1.362

FP Lapsed due to failure to pay maintenance fee

Effective date: 20180812